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JOHN ASTRGNJ, Q3? FGET W INDIANA.

INTERNAL-CtBUESTGH ENGNE.

Application iilc-cl March 23,

This invention relates to internal combustion engines.

In internal con'ibustion engines as heretofore constructed, diiiiculty has been experienced, due to the vibrating of the parts when critical speeds are reached, which has been found due, in large measure, to the reciprocating valve actuating parts. rlhe cylinders are, due to the side thrust oi the pistons, subjected to unequal wear and unequal pressure which, combined with the unequal heating', as most of the heat is concentrated towards the nhaust, soon cause thecylinder to get out ot true with consequent detrimental results. liurther, the uneqal pressure and intense heat cause iinproper or unequal distribution ot the lubricant.

This invention is desi gned to overcome the above noted detects and objects of such invention are, therefore, to provide an internal combustion engine in which vibration does not; occur at critical speeds, in which the ucar ot the cylinder and associated parts is substantially uniform, in spite of the side thrust of the pistons, in which the heat is substantially uniformly distributed throughout the cylinder walls, and in which an even lubrication is secured.

-Further objects are to provide an internal combustion engine in which the valves have substantially uniform speed irrespective ot thechanging,` speed ot the piston `from instant, to instant, in which ample port opening is provided and wire drawing' prevented, in which Yfriction of motion alone occurs, although the piston dwells at each end ot its stroke as the crank passes dead center, in which there are no reciprocating parts for actuatingthe valves, and in which the valve :u'ztuatinev mechanism and valves move continuously in one direction.

un embodiment oi the invention is shown in the accompanying drawing, in which zliigure l is a vertical. elevation through the engine, such view corresponding' roughly to a' section on the line l-l ol. Figure 2.

Figure 2 is a sectional view on .the line 2.-2 of Figure l, showingthe parts at the lepinning ot the suction stroke.

Figures 3, 4 and 5 are fragmentary views corresponding to Figure 2 and showing the position of the parts at the end of the suction stroke at the completion ot' the compression stroke and at the end oit the explosion, or working stroke,

Serial l'o. 627,051.

The engine comprises a cylinder l provided with suitable water ackets 2 and with an inlet an(A an exhaust port, indicated respectively at 3 and 4, the exhaust port in the form shown being larger than the inlet port and both such ports being preferably of substantially rectangular outline with the longer dimension aaralleling the artis ot the cylinder. The cylinder is completed by a cylinder head 5 which is provided with a tubular depression 6 adapted to aecominodate the spark plugl and with an enclosing; hood 7 contacting with the upper portion ol2 the cylinder body and held in place by a nut 8 screwed upon the upwardly projecting tubular portion ot the cylinder headsuch hood providing the necessary water acket lier the cylinder head.

It is to be noted that the inlet and exhaust ports 3 and 4- are slightly odset from a diametrically opposed location, as may be seen 'trom Figure 2. The purpose ot such spacing` will hereinafter appear.

lWithin the cylinder a sleeve, or liner 8 .is revolubly mounted and is provided with a pair of rectangular openings 9 and 10 which, as may be seen from Figure 2, are duplicates and have a diainetrically arranged relative position. These openings also have their longer dimension paralleling; the axis ot the cylinder. They are, however, ot the same size. rlh'is sleeve projects beyond the lower end oit the cylinder and is retained in place by means ot an outwardly projecting radial 'flange 1l which cooperates with any type ot retainingl member, such as indicated by the bracket at l2. rlhe lower portion ot this sleeve is provided with worm teeth 13, as may be seen Jfrom Figure l.

`illithin the sleeve a piston lis reciprocally mounted and is connected by means ot a pitrnan l5 with the crank 1G oit the engine shalt, or crank sha-tt i7, such shaft being' conveniently mounted within bearings carried by the crank case 1S. 'lhe usual oil pan i9 may cou'ipletely seal the crank case, as illustrated in Figure l.

Any desired means may be provided ttor driving the sleeve 8 from the crank shatt. In the torni shown, a worin 2O is arranged in cooperative relation to the worm teeth 13 and is driven by means ot a silent chain 2l from the engine shaft. In the torni shown, the gear ratio between the engine shaft and the sleeve 8 is such that the sleeve 8 executes one complete revolution for tour revolutions lltl g3 u marcas ot the engine shaft, although obviously this relative ratio may be varied by varyingthe number and arrangement of ports, or openings, or both.

The operation et the engine lis as follows: ln the position shown in Figure 2, the suction strolre is just beginning. As the crank shaft rotates, the sleeve 8 nieves in the direction et the arroiv, thereby rapidly opening the inlet port, While the piston is sleivry beginning its downward stroke. it the end et the suction stroke, the sleeve occupies the position shown in Figure 3 and it Will be seen, just closes the inlet port 3. is the piston ascends, executing' the compression stroke, the sleeve moves in the direction ot the arroiv, iinally arriving at theposition indicated in Figure i with a. relativelyv large overlap for the valve secured by the vv' ye spacing bet-Ween the opening?,` 9 and the inlet and exhaust ports. At this point the ei;- plosion takes place. and the piston travels downwardly upon its Working' stroke. the piston nears the loiver end oli its Working,l

stroke, the exhaust port el ,is uncovered by the valve, or slccve, the opening; 9 passes over such exhaust port, as indicated at Figure 5. It is to lfienoted that the center line ol' the exhaustport is .pacedvntroin the center line ,et the inlet port nangular distance less than i350. Duetothe offset position et this exhaust port and its relatively greater vv'idth, this initiation of the-openo1" such port occurs prior to the completion of the Working stroke and allows a rapid and complete discharge et the gases, thereby relievingv any bach pressure-iirior to the beginning of the upward stroke et the piston. The piston new travels upwardly and forces the burned gases through the exhaust port, thereby completely cleaning, the cylinder. At the completion of this last sti-olie ot the piston, the ports occupy the position indicated in Figure Q, except that the openings 9 and l() in the sleeve have changed positions.

lt is, ot course, appreciated that the sleeve may be given other rates oit rotation with reference to the` crankshaft and that the openings in such sleeve may be correspondingly varied. Also, it is tobe noted4 that `iple inlet. and exhaust ports nia-y be provided in the cylinder and the openings in the sleeve corresponding]y increased.

ltis to bc particularly noted that there are no reciprocatory valves, nor sprecato ry mech a n i s but that vthesleeve `rotates continuously in a uniform manner andin the vsaine direction. It -will be seen, therefore, that no undesirable vibration oit the engine is produced at certain orcritical speeds, but that the engine will run smoothly at all speeds.

It is also to be noted that the revolving,1

is, for operating the valves, n

sleeve uniformly distributes the heat throughout the cylinder Walls and prevents uneven heatingof such Walls and facilitates radiation.

lt to be. further noted that although side thrust of the piston necessarily occurs, this side thrust is borne by dillerent portions of the sleeve S, as such sleeve rotates and, consequently, the Wear is uni lorn'ily and evenly distributed and there is not, ti'ieretore, the tendency to ivcar the cylinder and piston into an oval-shaped cross sectional contour.

lt is, et course, intended that any desired .system et lubrication may be employed with th is engine and it is to be noted that the uniformly rotating; sleeve distributes the lubrication evenly over the Walls of the cylinder and over the piston.

lt is further to be noted that other means may be employed than that shovvn to revolve the sleeve.

Althonfi a cylinder engine has been illus rated, it is obvious that this invention is admirably adapted to multi-cylinder engin-es, ln such case, the vvorni shait is extended and all oit th .vorins are mounted upon this sha'tt in an obvious manner, thewvorins being opposed so as to balance the axial thrust upon the shaft.

Althoupglrone formel1 the invention has been described in considerable detail, it is to be understood that the invention may take various 'forms and, therefore, suchinvention is to be limited only as set forth in the appended claim.

l claiin [in internal combustion engineconiprising a cylinder having inlet Land exhaust ports, a` sleeve revolubly mounted within said cylinder and extending` to adjacent the upper end et said cylinder, a piston mounted Within said sleeve, a crank shaft operatively coupled to said piston and said sleeve, and a cylinder head having` adownuardly projecting,- portion accurately couterniing' in part to the upper ond oli said sleeve and having; an outwardly extended flange `adapted to be directly bolted to said cylinder adjacent the upper end ot said sleeve, said cylinder head havinfr a dcpressed well extending; dowiuramllyv into said cylinder and "having a threaded loivcr aperture adapted to receive a sparl plug.v *wherebyv an inserted spark plu positioned directly opposite said inlet ...nd outlet ports, said Well beingv surrounded by an outivardly projectingn cylindrical shell provided with an externally threaded outer portion.

ln testimony that l claim the foregoing l have hereunto set my hand at Fort W'ayne, in the county of Allen and State et Indiana. 

